Railway-gate.



A. C. HUMPHREYS.

RAILWAY GATE.

APPLICATION man JUNE 13. I916.

1,224,745. Patented May1,1917.

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A. C. HUMPHREYS.

RAILWAY GATE.

APPLICATION FILED JUNE 13, 1916.

1,224,745. Patented May 1, 1917.

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ARTHUR G. HUMPHREYS, 0F TORONTO, ONTARIO, CANADA.

RAILWAY-GATE.

Specification of Letters Patent.

Patented May 1, 1917.

Application filed June 13, 1916. Serial No. 103,562.

To all whom it may concern:

Be it known that I, ARTHUR C. HUM- PHREYS, a subject ofthe King of Great Britain, residing at Toronto, in the Province of Ontario and the Dominion of Canada, have invented new and useful Improvements in Railway-Gates, of which the following is a specification.

The invention relates to an automatically operated closing gate, employing the construction in the use of which a train traveling upon a track will automatically lower the gates at the crossing and automatically release the gates to permit them to rise after the train has traveled over the crossing.

The invention contemplates the use of an ordinary gate bar weighted to normally maintain an upright or open position, combined with mechanism operated by the travel of the train to move the bar downwardly into closing position, and locking the same in such posltion against the normal tendency of the gate to rise, the opposite side of the crosslng being provided with train operated mechanism to release the lock and permit the weighted bar to return to normal position and to restore the operating mechanism to normal position.

The invention in the preferred form of details will be described in the following specification, reference being had particularly to the accompanying drawings, in which:

Figure 1 is a plan'view of the improved automatic crossing gate and means for operatin the same.

Flg. 2 is a side elevation of the same.

Fig. 3 is a section on the line 3-8 of Fig. 1.

Fig. 4 is a section on the line 41 of Fig. 1.

Fig. 5 is a section on line 5-5 of Fig. 1.

Fig. 6 is a section on line 66 of Fig. 1.

In the accompanying drawings, it is to be understood that the improvement is designed particularly for double track systems and to permit a train on either track to lower the gates on both sides. In this respect the operating mechanism is duplicated, and by reason of such duplication, a description of one set of mechanism only will be given herein.

In the drawings 1 represents the respec tive railway tracks, and 2 the crossing. Immediately adjacent the crossing inboth directions beyond the tracks are mounted posts 3, in which is pivotally supported at 4, a gate bar 5. The long arm of the bar is adapted to bridge the crossing and in lowered position to seat in an appropriately formed recess 6, in an appropriately positioned post 7. hereinafter termed the gate, is weighted at 8, the weight being sufiicient to not only raise the gate to open or inoperative position, but to restore the operating mechanism as will later appear.

Between the rails of a trackway, on that side of the crossing from which the train is approaching, I provide a bar 9 supported for longitudinal movement in roller provided bearings 10. The bar is of suiiicient length to permit the complete operation of the parts before the train reaches the crossing and at the end remote from the crossing revolubly receives the cross bar 11 of a' double crank 12. The intermediate bars 13 'of the double crank are rotatably supported in appropriate bearings and the free terminals 14 project immediately adjacent and above the track rails. By this construction the train riding upon the free portions of the crank arms rotates the cranks with the effect to move the bar 9 longitudinally of the tracks. At the end adjacent the crossing the bar is provided with a depending lug 15, and a member 16 is secured to the ties or other appropriate part and provided with a shouldered recess 17 to receive the lug 15. In other Words, as the bar 9 is forced to its limit of movement under the operation of the cranks, the lug 15 will engage in the shouldered recess 17, and the bar will be locked against return movement. Tmmediately adjacent the gates 5 are arranged angle levers 18, the long arms 19 of which are pivotally supported in brackets 20 fixed to the surface. The long arms of the levers are connected. by flexible connectors as chains '21 to the gates 5, while the arms 22 are connected by' chains or the like 28, to the relatively inner end of the bar 9 or to flange projections 24 of said bar. The chains 28 preferably pass over appropriately mounted pulleys 25 to prevent binding. The lengths of the respective, arms of the levers 18 are such that when the short end of the lever is The short arm of the bar,

drawn upon in the movement of the bar, the

is mounted adjacent the track, a bar 26 which at the free end, is connected to a crank member 27, projecting above the track rails so that as the train passes thereover the wheels will depress the crank 27 and move the bar 26 longitudinally. The inner end of the bar or that end remote from the crank :27 is connected to a lifting element 28 in the form of a crank member, the latter being pivotally mounted at 29 and having a free terminal 30 to underlie the bar 9.

From the above description it will be obvious that as the train approaches the cross ing it will, through the described shifting of the bar 9, lower the gates 5 on each side of the trackway and thus close the crossing to traflic. As the lbcomotive or car passes the crossing and depresses the crank 27 it will operate the lifting member 28, with the effect to raise the bar 9 slightly so as to free the lug 15 from the lock 17 This will permit the weighted ends of the gates to restore said gates to normal position and at the same time to move the bar 9 reversely from that incident tothe travel of the train, and hence restore all parts to normal position, again opening the crossing to t'raflic.

It is of course to be understood that in connection with the mechanism herein described, that the various parts are to be constructed of such material, in such manner, and of such relative dispositions as will carry out the iunctlons herein described, and that as a desirable feature of the structure, I contemplate the efiective covering and protecting of all operating parts with metal housings or other protectors, the detailed structure of which forms no part of the present invention, as I contemplate any structure which will protect such parts without interfering in any way with the described structure and functions.

WVhat is claimed is:

The combination of a horizontally pivoted railway gate, a rod adapted to be mounted longitudinally of and between railway tracks, cranks connected to the rod and adapted to be operated by a train to shift the rod longitudinally, a bell-crank lever arranged intermediate said rod and gate, locking means for the rod at its limit of movement to hold the gate in lowered position, a trip member operated by the train to raise the rod to release the locking means, and a weight to raise the gate, upon release of said locking means.

In testimony whereof I aflix my signature.

ARTHUR C. HUMPHREYS.

Witnesses:

RALPH S. HUMPHREYS, HAROLD F. HUMPHREYS.

Copies of this patent may be obtained for five cents each, by addressing ,the Commissioner of Patents, Washington, D. G. 

